Alaska Airlines has unveiled plans to cut its carbon emissions to net zero by 2040, and greatly reduce its carbon, waste and water impacts by 2025. The Seattle-based carrier says its roadmap to 2040 will focus on five key areas. They include fleet renewal, operational efficiency, sustainable aviation fuel, novel propulsion technology and "credible" carbon offsets. With a recent Boeing 737 Max order, its newest aircraft have 22% better fuel efficiency on a seat-by-seat basis than the aircraft they replace, the airline notes. Alaska will also continue to expand the use of artificial intelligence and machine learning technologies to optimise routes. As part of its near-term goals, the carrier has pledged to cut in half emissions of its ground services equipment by 2025 through the purchase and use of electric ground equipment and other renewables. The airline has also signed onto the Climate Pledge, a commitment co-founded by Amazon to meet the goals of the Paris Agreement 10 years early. Alaska Airlines' vice-president of public affairs and sustainability Diana Birkett Rakow states: "After a difficult year, this is an exciting time for our company, as we return to growth while embedding sustainability even deeper in our culture, set bold goals and collaborate with innovative partners to keep our company, our communities and our environment strong and healthy for the long term."

The US Federal Aviation Administration is expanding to all US-registered Boeing 787s an airworthiness directive (AD) related to potential failure of decompression panels. The latest order, made public on 19 April, builds on a related AD that took effect on 8 March. Both orders respond to “reports of multiple incidents of torn decompression panels found in the bilge area” of 787s, FAA documents say. As a result, “leakage in the bilge area could, in the event of a cargo fire, result in insufficient Halon concentrations to adequately control the fire”, the agency says. The FAA’s March AD applied only to 787s with certain decompression panels, but the new rule will apply to all 787-8s, 787-9s and 787-10s. The agency has “received new information indicating that additional airplanes may be subject to the unsafe condition”, it says. “The FAA determined that all of the decompression panel part numbers may be subject to damage (tearing) or becoming disengaged.” The latest AD takes effect in 16 days. It will require 787 operators to complete “repetitive general visual inspections for disengaged or damaged decompression panels of the bilge barriers located in the forward and aft cargo compartments”. Operators will be required to reinstall panels found to be disengaged, and to replace damaged panels. Decompression panels typically help equalise pressure between compartments within the fuselage, helping prevent structural damage in the case of a rapid decompression. Boeing has indicated that the panel problem is “not an immediate safety of flight issue”. “We recommended increased inspection and replacement of components as necessary, and we have worked on redesigning the part,” Boeing adds. “We fully support the FAA’s airworthiness directive.”

IATA's new director general Willie Walsh has attacked government covid testing mandates as being expensive, slow and in some cases open to profiteering, amid concerns that the cost and complexity of the system will delay a restart of the industry. "It's unacceptable," he said during the Aviation Festival online event in response to a question about the cost of testing. "We are clearly seeing evidence of profiteering – companies who have jumped on the testing bandwagon, and we have governments mandating testing and then charging VAT on top of it." Although several governments in Europe have removed VAT from the cost of Covid-19 tests required for travel, other are yet to do so. Meanwhile the cost of many tests remains higher than the average airfare, a factor that IATA warns could greatly depress passenger demand. Walsh repeats the association's recent call for authorities to allow lateral flow and antigen tests to enable travel, instead of PCR versions, arguing that lateral flow and antigen tests are not only cheaper but also faster to administer. "The research that has been done, you can see that a lot of the testing, lateral flow, antigen, are just as effective [as PCR]. As part of a process, is something that is 88% effective at detecting Covid-19 acceptable against [a different test] that is 92% effective – I would argue that it is." The case against the lateral flow and antigen tests is that they are not as accurate as PCR versions. Walsh counters this by saying that the process should be designed to manage risk, not eliminate it, adding that testing is just one of many measures designed to minimise the risk of Covid-19 transmission. In other areas, he says, guidelines need to be updated to simply make more sense. Citing the UK's inbound regulations, he gives the example of the requirement to pre-buy tests to be taken on days three and eight after arrival, even if you will have already departed by day eight. "It's a scam," he complains. "Let's call it what it is." IATA has pushed governments on several of these issues. Walsh notes that authorities are aware of the problems and are acting to improve them when pushed. Closely related is the need for greater co-ordination and digitalisation of the health certificate process. Walsh warns of "chaos" at airports if information about vaccine and testing statuses are not able to be stored and communicated electronically. He cites the hassle of "people standing at a check-in counter looking for their paper PCR tests", as the regulations require travellers to provide documentation proving their permission to travel. "Airports won't be able to function without a digital function," he says. "We've got to make sure we don't have these bottlenecks on arrival." Turning to the state of the current aviation market, Walsh says that "clearly we've missed the second quarter" as an opportunity for a large-scale restart of air travel, but he remains confident that airlines will be able to resume operations later in the year. "I think for the second half of 2021 we should be optimistic," he adds, although for that to happen "we need governments to set out a plan over when they are likely to remove travel restrictions". He cites evidence of pent-up demand such as the rebound in domestic leisure travel in large countries such as the USA or China, which have largely returned to their pre-pandemic levels. While business travel will take longer to recover than leisure, he believes its replacement with video conferencing remains somewhat of an aberration. "I hate it," he says of the technology that has largely replaced face-to-face meetings over the past year. "It has enabled us to continue to function, but it's nowhere near as good as being able to sit down and talk to people."